vehicular power transmission control apparatus

ABSTRACT

An apparatus comprises a changeover mechanism which is able to change a connection state of an electric motor output shaft to any one from alternatives consisting of “an IN-Connection State” in which a power transmission path is provided between a transmission input shaft and the electric motor output shaft, “an OUT-Connection State” in which a power transmission path is provided between the transmission output shaft and the electric motor output shaft, and “a neutral state” in which no transmission path therebetween is provided. The changeover is carried out based on a combination (area) of a vehicle speed V and a required driving torque T. As for the changeover, a neutral area is enlarged so that a possibility of selecting the neutral state becomes higher, as a battery temperature is higher, or as an electric motor temperature is higher, or as a remaining battery level is larger.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a vehicular power transmission control apparatus, especially to a vehicular power transmission control apparatus applied to a vehicle comprising an internal combustion engine and an electric motor as power sources.

2. Description of the Related Art

In these days, a so-called hybrid vehicle comprising an internal combustion engine and an electric motor (electric motor generator) as power sources has been developed (refer to, for example, Japanese Unexamined Patent Application Publication No. 2000-224710). In the hybrid vehicle, the electric motor is used as the power source generating a driving torque for driving the vehicle together with the internal combustion engine or by itself, or is used as a power source for starting the internal combustion engine.

Further, the electric motor is used as an electric motor generator for generating a regeneration torque to provide a breaking force to the vehicle, or is used as an electric motor generator for generating an electric power which is supplied to and stored in a battery of the vehicle. These usages of the electric motor can improve a total energy efficiency (fuel consumption) of the vehicle as a whole.

SUMMARY OF THE INVENTION

In the meanwhile, in the hybrid vehicle, there is a case where a connection state (hereinafter, referred to as an “IN-Connection State”) is used in which a power transmission path between an output shaft of the electric motor and an input shaft of a transmission is provided, and there is another case where another connection state (hereinafter, referred to as an “OUT-Connection State”) is used in which a power transmission path between the output shaft of the electric motor and an output shaft of the transmission (and thus, driving wheels) is provided without involving the transmission.

In the “IN-Connection State”, a rotational speed of the output shaft of the electric motor with respect to a vehicle speed can be varied by changing a gear position of the transmission. Accordingly, adjusting the gear position of the transmission can provide an advantage such that the rotational speed of the output shaft of the electric motor can easily be maintained within a range in which an energy conversion efficiency (more specifically, an efficiency in generating the driving torque, the regeneration torque, or the like) is high.

On the other hand, the “OUT-Connection State” provides an advantage such that a power transfer loss can be made smaller, since the power transmission path does not involve the transmission having a complicated mechanism. In addition, in the transmission (especially, in a transmission of a type which does not include a torque converter), a power transmission from the input shaft of the transmission to the output shaft of the transmission is generally shut off temporarily during a gear position shifting operation (during an operation in which the gear position is changed). Consequently, a rapid change in an acceleration in a front-rear direction of the vehicle (so-called shift shock) tends to occur. However, the “OUT-Connection State” allows the driving torque from the electric motor to be continuously transmitted to the output shaft of the transmission (and therefore to the drive wheels) even during the gear position shifting operation, and therefore provides an advantage such that the shift shock is suppressed.

In view of the above, the assignee of the present invention has already proposed a changeover mechanism which can change/switch a connection state of the output shaft of the electric motor between the IN-Connection State and the OUT-Connection State, in Japanese Patent Application No. 2007-271556. The changeover mechanism can further change the connection state of the output shaft of the electric motor to a state in which neither a power transmission path between the output shaft of the electric motor and the input shaft of the transmission nor a power transmission path between the output shaft of the electric motor and the output shaft of the transmission is provided. Hereinafter, this state is referred to as a “non-connection state”.

In the meanwhile, in order to protect the battery (typically, a secondary battery) for supplying the electric energy to the electric motor, and in order to protect the electric motor, etc., it is preferable that the electric motor be operated/controlled (as the power source or the electric motor generator) in such a manner that a temperature of the battery and a temperature of the electric motor (e.g., a temperature of a coil portion of the electric motor) do not become excessively high. Further, it is unlikely that the battery needs to be further charged, when an amount (hereinafter, referred to as a “remaining battery level, or remaining energy amount of the battery”) of an energy stored in the battery is sufficiently high.

On the other hand, driving the electric motor as the power source or as the electric motor generator is stopped in the non-connection state, and a rotation of the output shaft of the electric motor can therefore be stopped, unlike in the IN-Connection State and the OUT-Connection State. Accordingly, in the non-connection state, an increase in the temperature of the battery as well as of the electric motor can be suppressed, and the battery can not be charged. In view of the above, it is considered preferable to lengthen a time period in which the non-connection state is selected (or to increase a frequency of selecting the non-connection state), when the temperature of the battery is high, the temperature of the electric motor is high, or the remaining battery level is large/high.

An object of the present invention is therefore to provide a vehicular power transmission control apparatus applied to a vehicle comprising an internal combustion engine and an electric motor as power sources, the control apparatus being able to appropriately select a connection state of an output shaft of the electric motor to thereby be able to maintain the electric motor in good condition or to maintain the battery which supplies the electric energy to the electric motor in good condition.

The vehicular power transmission control apparatus according to the present invention comprises a transmission, a changeover mechanism, state-representing-amount obtaining means, and control means. Each of them will be described hereinafter.

The transmission comprises: an input shaft to provide/realize a power transmission path between the input shaft of the transmission and an output shaft of the internal combustion engine; and an output shaft to provide/realize a power transmission path between the output shaft of the transmission and drive wheels of the vehicle. The transmission is configured so as to be able to adjust a ratio (transmission reduction ratio) of a rotational speed of the input shaft of the transmission to a rotational speed of the output shaft of the transmission. It should be noted that the transmission may be a multiple gear ratio transmission which can realize/achieve each of a plurality of predetermined reduction ratios different from one another as the transmission reduction ratio, or may be a continuously variable transmission which can continuously (in a non-stepwise fashion) adjust a reduction ratio as the transmission reduction ratio.

Further, the transmission may be “a multiple gear ratio transmission or a continuously variable transmission (so-called automatic transmission (AT))” comprising a torque converter and being configured in such a manner that the gear position shifting operation is automatically performed in accordance with a vehicle driving condition, or may be “a multiple gear ratio transmission without the torque converter (so-called manual transmission (MT))”. If the transmission is the manual transmission, the transmission may be, but not limited to, any one of the following types.

A type in which the gear position shifting operation is performed directly by a force applied to a shift lever from a driver.

A type in which the gear position shifting operation is performed by a drive force generated by an actuator which is driven in response to a signal indicative of a position of the shift lever which the driver operates.

A type in which the gear position shifting operation can be automatically performed by a drive force generated by an actuator which is automatically driven in accordance with the vehicle driving condition, without depending on an operation of the shift lever by the driver (i.e., a so-called automated manual transmission).

The changeover mechanism can change a connection state of the output shaft of the electric motor to any one from alternatives comprising two or more of an IN-Connection State, an OUT-Connection State, and a non-connection state as an essential state (i.e., the non-connection state must be included),

-   -   the IN-Connection State (input-side-connection state) being a         state in which a power transmission path is provided between the         output shaft of the electric motor and the input shaft of the         transmission,     -   the OUT-Connection State (output-side-connection state) being a         state in which a power transmission path is provided between the         output shaft of the electric motor and the drive wheels without         involving the transmission, and     -   the non-connection state being a state in which neither a power         transmission path between the output shaft of the electric motor         and the input shaft of the transmission, nor a power         transmission path between the output shaft of the electric motor         and the output shaft of the transmission (i.e., the drive         wheels) is provided. That is, the changeover mechanism may be,         but not limited to, one of the followings.

A changeover mechanism which can change the connection state of the output shaft of the electric motor into any one of the IN-Connection State and the non-connection state, only (i.e. which can realize any one from the IN-Connection State and the non-connection state, only).

A changeover mechanism which can change the connection state of the output shaft of the electric motor into any one of the OUT-Connection State and the non-connection state, only (i.e. which can realize any one from the OUT-Connection State and the non-connection state, only).

A changeover mechanism which can change the connection state of the output shaft of the electric motor into any one of the IN-Connection State, the OUT-Connection State, and the non-connection state (i.e. which can realize any one from the IN-Connection State, the OUT-connection state, and the non-connection state).

In the IN-Connection State, a ratio (hereinafter, referred to as a “first reduction ratio”) of the rotational speed of the output shaft of the electric motor to the rotational speed of the input shaft of the transmission is generally fixed to a constant (e.g., 1). Hereinafter, a product of “the first reduction ratio” and “the transmission reduction ratio” is referred to as an “IN-connection reduction ratio”. “The IN-connection reduction ratio” varies in accordance with a change in “the transmission reduction ratio” caused by the gear position shifting operation of the transmission. On the other hand, in the OUT-Connection State, a ratio of the rotational speed of the output shaft of the electric motor to a rotational speed of the output shaft of the transmission is generally fixed to a constant (e.g., a value larger than 1, a value close to the transmission reduction ratio corresponding to a 2nd gear position, or the like). Hereinafter, this ratio is referred to as an “OUT-connection reduction ratio”. “The OUT-connection reduction ratio” is kept constant, even when “the transmission reduction ratio” varies. It should be noted that a ratio of the rotational speed of the output shaft of the internal combustion engine to a rotational speed of the input shaft of the transmission is generally set at a constant (e.g., 1).

The state-representing-amount obtaining means obtains, as an state-representing-amount, one or more from a temperature of a battery which supplies an electric energy to the electric motor, a temperature of the electric motor, and an amount (remaining battery level) of an energy stored in the battery.

The control means selects a target connection state of the output shaft of the electric motor from the connection states which the changeover means can realize, based on the state-representing-amount and a parameter indicative of a running condition of the vehicle other than the state-representing-amount, in such a manner that a possibility of selecting the non-connection state is varied (i.e., an ease by which the non-connection state is selected is varied, or a time period in which the non-connection state is selected is varied, or a frequency of selecting the non-connection state varies) in accordance with the state-representing-amount. The control means further controls the changeover means in such a manner that an actual connection state of the output shaft of the electric motor coincides with the selected connection state (as the target connection state). Specifically, the possibility of selecting the non-connection state is varied in accordance with any one of the temperature of the battery itself, the temperature of the electric motor itself, the remaining battery level itself, and a combination including two or more from the temperature of the battery, the temperature of the electric motor, and the remaining battery level, and the like. It should be noted that, in (under) the non-connection state, driving the electric motor as the power source and driving the electric motor as the electric motor generator are stopped, and a rotation of the output shaft of the electric motor can therefore be stopped.

Examples of the parameter indicative of the running condition of the vehicle include a value correlating with the vehicle speed (speed of the vehicle), a value correlating with a required driving torque obtained based on an operation of an acceleration operating member by the driver of the vehicle, and so on. Examples of the value correlating with the vehicle speed include the vehicle speed itself, the rotational speed of the input shaft of the transmission, the rotational speed of the output shaft of the internal combustion engine, and the rotational speed of the output shaft of the electric motor, and so on. Examples of the value correlating with the required driving torque include an operating amount of the acceleration operating member, and an opening degree of a throttle valve disposed in an intake passage of the internal combustion engine.

According to the configuration described above, the possibility of selecting the non-connection state varies in accordance with the state-representing-amount. Accordingly, for example, a time period in which the non-connection state is selected/realized can be made longer (the frequency of selecting the non-connection state can be increased), when the temperature of the battery is high, the temperature of the electric motor is high, or the remaining battery level is large (high). Consequently, a time period lengthens in which the rotation of the output shaft of the electric motor is stopped by stopping driving the electric motor as the power source and driving the electric motor as the electric motor generator. Accordingly, the increase in the temperature of the battery as well as the increase in the temperature of the electric motor can be suppressed. Further, the battery is not charged unnecessarily. That is, the electric motor and the battery can be maintained in good conditions.

More specifically, the control means is preferably configured so as to adjust a threshold in such a manner that the threshold is smaller, as the temperature of the battery is higher, or as the temperature of the electric motor is higher, or as the remaining battery level is larger/higher, in a case where the control means changes the actual connection state of the output shaft of the electric motor from a connection state other than the non-connection state (i.e., the IN-Connection State or the OUT-Connection State) to the non-connection state, when the value correlating with a speed of the vehicle passes over/through the threshold while the value correlating with a speed of the vehicle is increasing. According to the configuration described above, during the vehicle speed is increasing, a timing at which the changeover (shifting) from the connection state other than the non-connection state to the non-connection state is carried out comes earlier, as the temperature of the battery is higher, or as the temperature of the electric motor is higher, or as the remaining battery level is larger/higher. That is, a time period in which the non-connection state is selected/realized lengthens. Consequently, the increase in the temperature of the battery as well as the increase in the temperature of the electric motor can be suppressed, and the unnecessary further charge of the battery can be also avoided.

Similarly, the control means is preferably configured so as to adjust a threshold in such a manner that the threshold becomes smaller, as the temperature of the battery is higher, or as the temperature of the electric motor is higher, or as the remaining battery level is larger/higher, in a case where the control means changes the actual connection state of the output shaft of the electric motor from a connection state other than the non-connection state (i.e., the IN-Connection State or the OUT-Connection State) to the non-connection state, when the value correlating with a required driving torque passes over/through the threshold while the value correlating with a required driving torque is increasing, the value correlating with a required driving torque being a value obtained based on an operation applied to an acceleration operating member by the driver of the vehicle. According to the configuration described above, during the required driving torque is increasing, a timing at which the changeover (shifting) from the connection state other than the non-connection state to the non-connection state is carried out comes earlier, as the temperature of the battery is higher, or as the temperature of the electric motor is higher, or as the remaining battery level is larger/higher. That is, a time period in which the non-connection state is selected/realized lengthens. Consequently, the increase in the temperature of the battery as well as the increase in the temperature of the electric motor can be suppressed, and the unnecessary charge of the battery can be also avoided.

In these cases, the control means may be configured so as to always fix the actual connection state of the output shaft of the electric motor to the non-connection state, when the temperature of the battery is higher than or equal to a first predetermined value, or when the temperature of the electric motor is higher than or equal to a second predetermined value. According to the configuration described above, the non-connection state is always selected, when the temperature of the battery or the temperature of the electric motor is considerably high. Consequently, a further increase in the temperature of the battery as well as a further increase in the temperature of the electric motor can be suppressed with certainty.

Further, the control means may preferably be configured so as to,

-   -   change the actual connection state of the output shaft of the         electric motor from the IN-Connection State (hereinafter,         referred to as a “first IN-Connection State”) to the         OUT-Connection State, when the value correlating with a speed of         the vehicle passes over a first threshold while the value         correlating with a speed of the vehicle is increasing;     -   change the actual connection state of the output shaft of the         electric motor from the OUT-Connection State to the         IN-Connection State (hereinafter, referred to as a “second         IN-Connection State”), when the value correlating with a speed         of the vehicle passes over a second threshold larger than the         first threshold while the value correlating with a speed of the         vehicle is increasing;     -   change the actual connection state of the output shaft of the         electric motor from the (second) IN-Connection State to the         non-connection state, (1) when the value correlating with a         speed of the vehicle passes over a third threshold larger than         the second threshold while the value correlating with a speed of         the vehicle is increasing in a case where the value correlating         with a required driving torque is larger than a fourth         threshold, or (2) when the value correlating with a required         driving torque passes over the fourth threshold while the value         correlating with a required driving torque is increasing in a         case where the value correlating with a speed of the vehicle is         larger than the third threshold.

In this case, it is preferable that the control means be configured so as to adjust the third threshold and/or the fourth threshold in such a manner that the third threshold becomes smaller and the fourth threshold becomes smaller, as the temperature of the battery is higher, or as the temperature of the electric motor is higher, or as the remaining battery level is larger/higher. It should be noted that each of the first, second, and third thresholds may be a value varying depending on the required driving torque, or be a constant. The fourth threshold may be a value varying depending on the value correlating with the speed of the vehicle, or be a constant.

According to the configuration described above, during the vehicle speed is increasing, a timing at which the changeover (shifting) from the (second) IN-Connection State to the non-connection state is carried out comes earlier, as the temperature of the battery is higher, or as the temperature of the electric motor is higher, or as the remaining battery level is larger/higher. Further, during the required driving torque is increasing, a timing at which the changeover (shifting) from the (second) IN-Connection State to the non-connection state is carried out comes earlier, as the temperature of the battery is higher, or as the temperature of the electric motor is higher, or as the remaining battery level is larger/higher. That is, a time period in which the non-connection state is selected lengthens (becomes longer). Consequently, the increase in the temperature of the battery as well as the increase in the temperature of the electric motor can be suppressed, and the unnecessary further charge of the battery can be also avoided.

In this case, the control means may be configured so as to fix the actual connection state of the output shaft of the electric motor to the non-connection state, in a condition in which the value correlating with a speed of the vehicle is larger than or equal to the second threshold, (1) when the temperature of the battery is higher than or equal to a first predetermined value, or (2) when the temperature of the electric motor is higher than or equal to a second predetermined value. According to the configuration described above, when the temperature of the battery or the temperature of the electric motor is considerably high, a time period in which the (second) IN-Connection State is selected/realized disappears, and a period in which the non-connection state is selected/realized therefore lengthens. Consequently, a further increase in the temperature of the battery as well as a further increase in the temperature of the electric motor can be suppressed with certainty.

Furthermore, the control means may be configured so as to always fix the actual connection state of the output shaft of the electric motor to the non-connection state, irrespective of (without depending on) the value correlating with a speed of the vehicle and the value correlating with a required driving torque, (1) when the temperature of the battery is higher than or equal to a first predetermined value, or (2) when the temperature of the electric motor is higher than or equal to a second predetermined value. According to the configuration described above, when the temperature of the battery or the temperature of the electric motor is considerably high, the non-connection state is always selected/realized. Consequently, a further increase in the temperature of the battery as well as a further increase in the temperature of the electric motor can be suppressed with certainty.

It is preferable that the vehicular power transmission control apparatus according to the present invention be applied to the vehicle having the automated manual transmission described above as the transmission. In this case, a clutch mechanism is provided between the output shaft of the internal combustion engine and the input shaft of the transmission. The clutch mechanism can shut (break/terminate) or provide (realize) a power transmission path between the output shaft of the internal combustion engine and the input shaft of the transmission. In addition, in this case, the transmission does not comprise the torque converter, but is the multiple gear ratio transmission which can realize any one of a plurality of predetermined reduction ratios different from one another as the transmission reduction ratio. Further, the control means is configured so as to control, based on the driving condition (e.g., the vehicle speed and the required driving torque) of the vehicle, shutting and providing of the power transmission path by the clutch mechanism, and the transmission reduction ratio (the gear position).

BRIEF DESCRIPTION OF THE DRAWINGS

Various other objects, features and many of the attendant advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description of the preferred embodiments when considered in connection with the accompanying drawings, in which:

FIG. 1 is a schematic view of a vehicle which mounts a vehicular power transmission control apparatus according to an embodiment of the present invention;

FIG. 2A is a schematic view showing one of three states which the first changeover mechanism in the transmission shown in FIG. 1 can realize;

FIG. 2B is a schematic view showing one of three states which the first changeover mechanism in the transmission shown in FIG. 1 can realize;

FIG. 2C is a schematic view showing one of three states which the first changeover mechanism in the transmission shown in FIG. 1 can realize;

FIG. 3A is a schematic view showing one of three states which the second changeover mechanism in the transmission shown in FIG. 1 can realize;

FIG. 3B is a schematic view showing one of three states which the second changeover mechanism in the transmission shown in FIG. 1 can realize;

FIG. 3C is a schematic view showing one of three states which the second changeover mechanism in the transmission shown in FIG. 1 can realize;

FIG. 4A is a schematic view showing one of two states which the third changeover mechanism in the transmission shown in FIG. 1 can realize;

FIG. 4B is a schematic view showing one of two states which the third changeover mechanism in the transmission shown in FIG. 1 can realize;

FIG. 5 is a graph showing a relation among a rotational speed, a maximum torque, and an energy conversion efficiency, of the motor generator shown in FIG. 1;

FIG. 6A is a schematic view showing one of three states which the changeover mechanism shown in FIG. 1 can realize;

FIG. 6B is a schematic view showing one of three states which the changeover mechanism shown in FIG. 1 can realize;

FIG. 6C is a schematic view showing one of three states which the changeover mechanism shown in FIG. 1 can realize;

FIG. 7 is a graph showing a relation among a vehicle speed and a required driving torque as well as a gear position of the transmission to be selected, in the embodiment shown in FIG. 1;

FIG. 8 is a graph showing a relation among the vehicle speed and the required driving torque, as well as a connection state to be selected in the changeover mechanism, in the embodiment shown in FIG. 1;

FIG. 9 is a graph showing a relation between a temperature of a battery and a shift amount of a boundary line, in the embodiment shown in FIG. 1;

FIG. 10 is a graph showing a relation between a temperature of a M/G (electric motor) and a shift amount of a boundary line, in the embodiment shown in FIG. 1;

FIG. 11 is a graph showing a relation between a remaining battery level and a shift amount of a boundary line, in the embodiment shown in FIG. 1;

FIG. 12 is a graph showing a relation among a vehicle speed and a required driving torque as well as a selected connection state realized by a changeover mechanism, when the temperature of the M/G or the temperature of the battery is higher or equal to a predetermined value, in a modification of the embodiment shown in FIG. 1;

FIG. 13 is a graph showing a relation among a vehicle speed and a required driving torque as well as a selected connection state realized by a changeover mechanism, when the temperature of the M/G or the temperature of the battery is higher or equal to a predetermined value, in a modification of the embodiment shown in FIG. 1;

FIG. 14 is a graph showing a relation between a temperature of a battery and a shift amount of a boundary line, in a modification of the embodiment shown in FIG. 1;

FIG. 15 is a graph showing a relation between a temperature of a M/G (electric motor) and a shift amount of a boundary line, in a modification of the embodiment shown in FIG. 1;

FIG. 16 is a graph showing a relation between a remaining battery level and a shift amount of a boundary line, in a modification of the embodiment shown in FIG. 1;

FIG. 17 is a graph showing a map A among a plurality of maps, each defining a relation among the vehicle speed and the required driving torque as well as the selected connection state realized by the changeover mechanism, in a modification of the embodiment shown in FIG. 1;

FIG. 18 is a graph showing a map B among a plurality of the maps, each defining the relation among the vehicle speed and the required driving torque as well as the selected connection state realized by the changeover mechanism, in a modification of the embodiment shown in FIG. 1;

FIG. 19 is a graph showing a map C among a plurality of the maps, each defining the relation among the vehicle speed and the required driving torque as well as the selected connection state realized by the changeover mechanism, in a modification of the embodiment shown in FIG. 1;

FIG. 20 is a graph showing a map D among a plurality of the maps, each defining the relation among the vehicle speed and the required driving torque as well as the selected connection state realized by the changeover mechanism, in a modification of the embodiment shown in FIG. 1;

FIG. 21 is a graph showing a map E among a plurality of the maps, each defining the relation among the vehicle speed and the required driving torque as well as the selected connection state realized by the changeover mechanism, in a modification of the embodiment shown in FIG. 1; and

FIG. 22 shows a relation between one of “the temperature of the battery, the temperature of the electric motor, and the remaining battery level” and “a map” to be selected among the maps A-E.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Next will be described embodiments of a vehicular power transmission control apparatus according to the present invention with reference to the drawings.

(Configuration)

FIG. 1 shows a schematic configuration of a vehicle mounting a vehicular power transmission control apparatus (hereinafter, referred to as a “present apparatus”) according to an embodiment of the present invention. The present apparatus is applied to the vehicle comprising, as its power sources, an internal combustion engine and a motor generator. The vehicle comprises a so-called automated manual transmission, which uses a multiple gear ratio transmission, but which does not have a torque converter.

The vehicle comprises the engine (E/G) 10, the transmission (T/M) 20, a clutch (C/T) 30, the motor generator (M/G) 40, and a changeover mechanism 50. The E/G 10 is one of well-known internal combustion engines, including a gasoline engine which uses a gasoline as a fuel and a diesel engine which uses a light diesel oil as a fuel. An output shaft A1 of the E/G 10 is connected to an input shaft A2 of the T/M 20 through the C/T 30.

The T/M 20 is one of well-known multiple gear ratio transmission. The T/M 20 has five gear positions (a 1st, a 2nd, a 3rd, a 4th, and a 5th positions) as forward gear positions. The T/M 20 does not comprise a torque convertor. That is, the T/M 20 can set a transmission reduction ratio Gtm at any one of five ratios. The transmission reduction ratio Gtm is a ratio of a rotational speed of the input shaft A2 to a rotational speed of the output shaft A3. The gear positions are changed/shifted by controlling a first, a second, and a third changeover mechanisms 21, 22, and 23.

More specifically, as shown in FIG. 2, the first changeover mechanism 21 comprises a gear G11 axially supported by and rotatably immovable relative to the input shaft A2, a gear G12 axially supported by and rotatably movable relative to the output shaft A3 so as to always mesh with the gear G11, a gear G21 axially supported by and rotatably immovable relative to the input shaft A2, and a gear G22 axially supported by and rotatably movable relative to the output shaft A3 so as to always mesh with the gear G21. Further, the first changeover mechanism 21 comprises a connection piece 21 a which rotates integrally with the output shaft A3, a connection piece 21 b which rotates integrally with the gear G12, a connection piece 21 c which rotates integrally with the gear G22, a sleeve 21 d, and an actuator 24.

The sleeve 21 d is provided so as to be movable in an axial direction of the output shaft A3. A position of the sleeve 21 d along the axial direction is controlled by the actuator 24. The sleeve 21 d is able to be spline-engaged with the connection pieces 21 a, 21 b, and 21 c. When the sleeve 21 d is at a non-connection position (neutral position) shown in FIG. 2A, the sleeve 21 d spline-engages only with the connection piece 21 a, and both of the gears G12 and G22 are therefore rotatably movable relative to the output shaft A3. When the sleeve 21 d is at a 1st-gear-position-connection position shown in FIG. 2B, the sleeve 21 d spline-engages with the connection pieces 21 a and 21 b. Accordingly, the gear G12 is rotatably immovable relative to the output shaft A3, whereas the gear G22 is rotatably movable relative to the output shaft A3. When the sleeve 21 d is at a 2nd-gear-position-connection position shown in FIG. 2C, the sleeve 21 d spline-engages with the connection pieces 21 a and 21 c. Accordingly, the gear G22 is rotatably immovable relative to the output shaft A3, whereas the gear G12 is rotatably movable relative to the output shaft A3.

As shown in FIGS. 3A to 3C, the second changeover mechanism 22 comprises a gear G31 axially supported by and rotatably movable relative to the input shaft A2, a gear G32 axially supported by and rotatably immovable relative to the output shaft A3 so as to always mesh with the gear G31, a gear G41 axially supported by and rotatably movable relative to the input shaft A2, and a gear G42 axially supported by and rotatably immovable relative to the output shaft A3 so as to always mesh with the gear G41. Further, the second changeover mechanism 22 comprises a connection piece 22 a which rotates integrally with the input shaft A2, a connection piece 22 b which rotates integrally with the gear G31, a connection piece 22 c which rotates integrally with the gear G41, a sleeve 22 d, and an actuator 25.

The sleeve 22 d is provided so as to be movable in an axial direction of the input shaft A2. A position of the sleeve 22 d along the axial direction is controlled by the actuator 25. The sleeve 22 d is able to spline-engage with the connection pieces 22 a, 22 b, and 22 c. When the sleeve 22 d is at a non-connection position (neutral position) shown in FIG. 3A, the sleeve 22 d spline-engages only with the connection piece 22 a, and both of the gears G31 and G41 are therefore rotatably movable relative to the input shaft A2. When the sleeve 22 d is at a 3rd-gear-position-connection position shown in FIG. 3B, the sleeve 22 d spline-engages with the connection pieces 22 a and 22 b. Accordingly, the gear G31 is rotatably immovable relative to the input shaft A2, whereas the gear G41 is rotatably movable relative to the input shaft A2. When the sleeve 22 d is at a 4th-gear-position-connection position shown in FIG. 3C, the sleeve 22 d spline-engages with the connection pieces 22 a and 22 c. Accordingly, the gear G41 is rotatably immovable relative to the input shaft A2, whereas the gear G31 is rotatably movable relative to the input shaft A2.

As shown in FIGS. 4A and 4B, the third changeover mechanism 23 comprises a gear G51 axially supported by and rotatably movable relative to the input shaft A2, a gear G52 axially supported by and rotatably immovable relative to the output shaft A3 so as to always mesh with the gear G51. Further, the third changeover mechanism 23 comprises a connection piece 23 a which rotates integrally with the input shaft A2, a connection piece 23 b which rotates integrally with the gear G51, a sleeve 23 d, and an actuator 26.

The sleeve 23 d is provided so as to be movable in the axial direction of the input shaft A2. A position of the sleeve 23 d along the axial direction is controlled by the actuator 26. The sleeve 23 d is able to spline-engage with the connection pieces 23 a and 23 b. When the sleeve 23 d is at a non-connection position (neutral position) shown in FIG. 4A, the sleeve 23 d spline-engages only with the connection piece 23 a, and the gears G51 is therefore rotatably movable relative to the input shaft A2. When the sleeve 23 d is at a 5th-gear-position-connection position shown in FIG. 4B, the sleeve 23 d spline-engages with the connection pieces 23 a and 23 b. Accordingly, the gear G51 is rotatably immovable relative to the input shaft A2.

When the gear position is set at “the 1st gear position”, the changeover mechanisms 21, 22, and 23 are controlled to “the 1st-gear-position-connection position”, “the neutral position”, and “the neutral position”, respectively. Consequently, a power transmission path is provided/realized between the input shaft A2 and the output shaft A3 through the gears G11, and G12, and the transmission reduction ratio Gtm becomes equal to (the number of teeth of the gear G12)/(the number of teeth of the gear G11). This value is also expressed as Gtm(1). When the gear position is set at “the 2nd gear position”, the changeover mechanisms 21, 22, and 23 are controlled to “the 2nd-gear-position-connection position”, “the neutral position”, and “the neutral position”, respectively. Consequently, a power transmission path is provided/realized between the input shaft A2 and the output shaft A3 through the gears G21, and G22, and the transmission reduction ratio Gtm becomes equal to (the number of teeth of the gear G22)/(the number of teeth of the gear G21). This value is also expressed as Gtm(2).

When the gear position is set at “the 3rd gear position”, the changeover mechanisms 21, 22, and 23 are controlled to “the neutral position”, “the 3rd-gear-position-connection position”, and “the neutral position”, respectively. Consequently, a power transmission path is provided/realized between the input shaft A2 and the output shaft A3 through the gears G31, and G32, and the transmission reduction ratio Gtm becomes equal to (the number of teeth of the gear G32)/(the number of teeth of the gear G31). This value is also expressed as Gtm(3). When the gear position is set at “the 4th gear position”, the changeover mechanisms 21, 22, and 23 are controlled to “the neutral position”, “the 4th-gear-position-connection position”, and “the neutral position”, respectively. Consequently, a power transmission path is provided/realized between the input shaft A2 and the output shaft A3 through the gears G41, and G42, and the transmission reduction ratio Gtm becomes equal to (the number of teeth of the gear G42)/(the number of teeth of the gear G41). This value is also expressed as Gtm(4).

When the gear position is set at “the 5th gear position”, the changeover mechanisms 21, 22, and 23 are controlled to “the neutral position”, “the neutral position”, and “the 5th-gear-position-connection position”, respectively. Consequently, a power transmission path is provided/realized between the input shaft A2 and the output shaft A3 through the gears G51, and G52, and the transmission reduction ratio Gtm becomes equal to (the number of teeth of the gear G52)/(the number of teeth of the gear G51). This value is also expressed as Gtm(5). In this manner, in the T/M 20, the actuators 24, 25, and 26 are controlled so that the transmission reduction ratio Gtm can be set at one of the five reduction ratios. Here, a relation Gtm(1)>Gtm(2)>Gtm(3)>Gtm(4)>Gtm(5) is satisfied.

The C/T 30 comprises a well-known structure and is configured in such a manner that the C/T 30 can break (or shut) and provide (or realize, form) a power transmission path between the output shaft A1 of the E/G 10 and the input shaft A2 of the T/M 20. In the vehicle, a clutch pedal is not provided. A state of the C/T 30 is controlled only by an actuator 31. When the C/T 30 is in a connection state, the output shaft A1 of the E/G 10 and the input shaft A2 of the T/M 20 rotate at the same rotational speed.

The M/G 40 comprises a well-known structure (e.g., an AC synchronous motor), and is configured in such a manner that the a rotor 41 rotates integrally with an output shaft A4 which is provided coaxially with and is rotatably movable relative to the input shaft A2 of the T/M 20. The M/G 40 functions as the power source as well as the electric power generator.

FIG. 5 shows a relation among the rotational speed of the output shaft A4 of the M/G 40, a maximum torque which the M/G 40 can generate, and the energy conversion efficiency (torque generating efficiency). As shown in FIG. 5, the maximum torque which the M/G 40 can generate is constant when the rotational speed of the output shaft A4 is smaller than a certain value, and decreases as the rotational speed increases when the rotational speed is larger than the certain value. Further, the M/G 40 does not generate any torque when the rotational speed is larger than an allowable rotational speed. In addition, the energy conversion efficiency (torque generating efficiency) can become the largest when the rotational speed of the output shaft A4 is at another certain value, and becomes smaller as an absolute value of a difference between the rotational speed and the another certain value is larger. That is, the energy conversion efficiency decreases as the rotational speed comes closer to the allowable rotational speed.

The changeover mechanism 50 is a mechanism which changes (over) a connection state of the output shaft A4 of the M/G 40. The changeover mechanism 50 comprises a connection piece 51 which rotates integrally with the rotor 41, a connection piece 52 which rotates integrally with the input shaft A2 of the T/M 20, a connection piece 53 axially supported by and rotatably movable relative to the input shaft A2, a sleeve 54, and an actuator 55. Further, the changeover mechanism 50 comprises a gear Go1 which rotates integrally with the connection piece 53 and is axially supported by and rotatably movable relative to the input shaft A2, and a gear Go2 which rotates integrally with the output shaft A3 of the T/M 20 and always meshes with the gear Go1.

The sleeve 54 is provided so as to be movable in the axial direction of the input shaft A2 of the T/M 20. A position of the sleeve 54 along the axial direction is controlled by the actuator 55. The sleeve 54 is able to spline-engage with the connection pieces 51, 52, and 53.

When the sleeve 54 is controlled to an IN-Connection position shown in FIG. 6A, the sleeve 54 spline-engages with the connection pieces 51 and 52. Accordingly, the output shaft A4 of the M/G 40 and the input shaft A2 of the T/M 20 become rotatably immovable to each other. This provides/realizes a power transmission path between the input shaft A2 of the T/M 20 and the output shaft A4 of the M/G 40. This state is referred to as an “IN-Connection State”.

In the IN-Connection State, a ratio of a rotational speed of the output shaft A4 of the M/G 40 to a rotational speed of the input shaft A2 of the T/M 20 is referred to as a “first reduction ratio G1”, and a product (G1·Gtm) of the first reduction ratio G1 and the transmission reduction ratio Gtm is referred to as an “IN-connection reduction ratio Gin”. In the present example, G1=1, and therefore Gin=Gtm. That is, the IN-connection reduction ratio Gin varies in accordance with the gear position of the T/M 20.

When the sleeve 54 is controlled to an OUT-Connection position shown in FIG. 6B, the sleeve 54 spline-engages with the connection pieces 51 and 53. Accordingly, the output shaft A4 of the M/G 40 and the gear Go1 become rotatably immovable to each other. This provides/realizes a power transmission path between the output shaft A3 of the T/M 20 and the output shaft A4 of the M/G 40 through the gear Go1 and the gear Go2, without involving the T/M 20. This state is referred to as an “OUT-Connection State”.

In the OUT-Connection State, a ratio of a rotational speed of the output shaft A4 of the M/G 40 to a rotational speed of the output shaft A3 of the T/M 20 is referred to as an “OUT-connection reduction ratio Gout”. In the present example, the OUT-connection reduction ratio Gout is equal to (the number of teeth of the gear Go2)/(the number of teeth of the gear Go1) and thus is constant. That is, the OUT-connection reduction ratio Gout does not vary in accordance with a change in the gear position of the T/M 20. In the present example, the OUT-connection reduction ratio Gout is set at a value which is roughly equal to the Gtm(2), for example.

When the sleeve 54 is controlled to a non-connection position (neutral position) shown in FIG. 6C, the sleeve 54 spline-engages only with the connection piece 51. Accordingly, both the input shaft A2 and the gear Go1 are rotatably movable relative to the output shaft A4. Accordingly, neither a power transmission path between the output shaft A3 of the T/M 20 and the output shaft A4 nor a power transmission path between the input shaft A2 of the T/M 20 and the output shaft A4 is provided. This state is referred to as a “non-connection state (neutral state)”.

As described above, the changeover mechanism 50 selectively changes the connection state of the output shaft A4 of the M/G 40 into one of “the IN-Connection State”, “the OUT-Connection State”, and “the neutral state”.

As shown in FIG. 1, a gear Gf1 is axially supported by and rotatably immovable relative to the output shaft A3 of the T/M 20. The gear Gf1 always meshes with a gear Gf2. The gear Gf2 is connected with a differential mechanism D/F comprising one of well-known configurations. The differential mechanism D/F is connected a pair of drive wheels including a left drive wheel and a right drive wheel. It should be noted that the (the number of teeth of the gear Gf2)/(the number of teeth of the gear Gf1) corresponds to a so-called final reduction ratio.

The present apparatus further comprises a wheel speed sensor 61 which detects a wheel speed of the drive wheels, an acceleration pedal opening degree sensor 62 which detects an operation amount of an acceleration pedal AP, a shift position sensor 63 which detects a position of a shift lever SF, an battery temperature sensor 68 which detects a temperature of the battery (secondary battery B) for supplying an electric energy to the M/G 40, and a M/G temperature sensor 69 which detects a temperature of the M/G 40 (specifically, a temperature of a coil portion of the M/G 40).

The present apparatus further comprises an electronic control unit ECU 70. The ECU 70 controls the actuators 24, 25, 26, 31, and 55, based on information and so on from the sensors 61-63, 68 and 69 to thereby control the gear position of the T/M 20 and the state of the Ca 30. Further, the ECU 70 controls the output (driving torque) of each of the E/G 10 and M/G 40, and a charging condition of the battery B, etc..

The gear position of the T/M 20 is controlled based on a vehicle speed V obtained from the wheel speed sensor 61, a required driving torque T calculated based on the operation amount of the acceleration pedal AP obtained from the acceleration pedal opening degree sensor 62, and the shift lever position SF obtained from the shift position sensor 63. When the shift lever position SF is at a position corresponding to a “manual mode”, the gear position of the T/M 20 is basically set at a gear position selected by the driver who operates the shift lever SF. On the other hand, when the shift lever position SF is at a position corresponding to an “automatic mode”, the gear position of the T/M 20 is automatically controlled to one of the 1st to the 5th gear positions in accordance with “a combination of the vehicle speed V and the required driving torque T” and “the Map” shown in FIG. 7, even when the shift lever SF is not operated.

In FIG. 7, each of the solid lines shows each of boundary lines which causes a shift up (a shift up operation, or a gear position change operation to decrease the transmission reduction ratio Gtm) with an increase in the vehicle speed V, and each of the dashed lines shows each of boundary lines which causes a shift down (a shift down operation, or a gear position change operation to increase the transmission reduction ratio Gtm) with a decrease in the vehicle speed V. The reason why a difference Δx is provided between the each solid line and the each dashed line as shown is to suppress an occurrence of a case (so-called hunting) in which the shift up and the shift down are performed frequently even though they are not necessary, when the vehicle speed V fluctuates (increases and decreases) around each of the values corresponding the solid lines.

A state of the C/T 30 is generally kept at the connection state, and is temporarily changed from the connection state to the non-connection state during the shift up operation and the shift down operation, and so on.

The M/G 40 is used as a driving power source generating a driving torque for driving the vehicle together with the E/G 10 or by itself, or is used as a power source for starting the E/G 10. Further, the M/G 40 is used as an electric motor generator for generating a regeneration torque to provide a breaking force to the vehicle, or is used as an electric motor generator for generating an electric power which is supplied to and stored in a battery (not shown) of the vehicle.

When the M/G 40 is used as the driving power source for driving the vehicle, a distribution between the output (driving torque) of the E/G 10 and the output (driving torque) of the M/G 40 is adjusted in such a manner that a sum of the driving torque transmitted to the drive wheels based on the output of the E/G 10 and the driving torque transmitted to the drive wheels based on the output of the M/G 40 coincides with the required driving torque T, according to one of well-known methods.

(Selection of the Connection State of the Output Shaft A4 of the M/G 40)

Next will be described how to select the (a target) connection state of the output shaft A4 of the M/G 40. The connection state of the output shaft A4 of the M/G 40 is automatically selected in accordance with “a combination of the vehicle speed V and the required driving torque T” and the map shown in FIG. 8.

As shown in FIG. 8, four areas (or regions) are defined with respect to “the combination of the vehicle speed V and the required driving torque T”, i.e., a first IN-Connection area, an OUT-Connection area, a second IN-Connection area, and a neutral area (non-connection area). In the first and second IN-Connection areas, “the In-Connection State” is selected. In the OUT-Connection area, “the OUT-Connection State” is selected. In the neutral area, “the neutral-connection state (non-connection state)” is selected. Hereinafter, “the IN-Connection States” corresponding to the first IN-Connection area and the second IN-Connection area are referred separately to as “a first IN-Connection State” and “a second IN-Connection State”, respectively.

A changeover from “the first IN-Connection State” to “the OUT-Connection State” is carried out, when the vehicle speed V passes through/over the boundary line L1 (corresponding to “the first threshold” described above) while the vehicle speed V is increasing. A changeover from “the OUT-Connection State” to “the second IN-Connection State” is carried out, when the vehicle speed V passes through/over the boundary line L2 (corresponding to “the second threshold” described above) while the vehicle speed V is increasing. A changeover from “the second IN-Connection State” to “the neutral state” is carried out, (1) when the vehicle speed V passes through/over the boundary line L3 (corresponding to “the third threshold” described above) while the vehicle speed V is increasing in a case where the required driving torque T is larger than the boundary line L4 (corresponding to “the fourth threshold” described above), or (2) when the required driving torque T passes through/over the boundary line L4 while the required driving torque T is increasing in a case where the vehicle speed V is larger than the boundary line L3.

In the meantime, a changeover from “the OUT-Connection State” to “the first IN-Connection State” is carried out, when the vehicle speed V passes through/over the boundary line L1′ while the vehicle speed V is decreasing. A changeover from “the second IN-Connection State” to “the OUT-Connection State” is carried out, when the vehicle speed V passes through/over the boundary line L2′ while the vehicle speed V is decreasing. A changeover from “the neutral state” to “the second IN-Connection State” is carried out, (1) when the vehicle speed V passes through/over the boundary line L3′ while the vehicle speed V is decreasing, or (2) when the required driving torque T passes through/over the boundary line L4′ while the required driving torque is decreasing.

The reason why differences ΔV1, ΔV2, ΔV3, and ΔT4 between the boundary lines L1 and L1′, between the boundary lines L2 and L2′, between the boundary lines L3 and L3′, and between the boundary lines L4 and L4′, respectively, are provided is to suppress an occurrence of a case (so-called hunting) in which the changeover of the connection state of the output shaft A4 are performed frequently, when the vehicle speed V fluctuates (increases and decreases) around each of the boundary lines L1, L2, and L3 or when the required driving torque T fluctuates (increases and decreases) around the boundary lines L4.

The boundary line L1 (low speed area) is set at a vehicle speed slightly smaller than a vehicle speed corresponding to the shift up from the 1st gear position to the 2nd gear position. That is, the boundary line L1 is provided at a location obtained by slightly shifting (moving) the boundary line (the solid line) corresponding to the shift up from the 1st gear position to the 2nd gear position shown in FIG. 7 in a direction (leftward direction in the figure) in which the vehicle speed V decreases. Accordingly, the boundary line L1 shown in FIG. 8 has the same shape as “the boundary line (the solid line) shown in FIG. 7” corresponding to the shift up from the 1st gear position to the 2nd gear position.

The boundary line L2 (middle speed area) is set at a vehicle speed obtained when the rotational speed of the output shaft A4 of the M/G 40 in “the OUT-Connection State” coincides with a value (e.g. a value slightly smaller than the allowable rotational speed) determined based on the allowable rotational speed (refer to FIG. 5). Further, in the present example, the boundary line L2 is located in a region corresponding to the 3rd gear position to the 5th gear position shown in FIG. 7. As described above, the OUT-connection reduction ratio Gout is constant (e.g., a ratio roughly equal to the Gtm(2) in the present example) irrespective of the gear position of the T/M 20. Accordingly, in the OUT-Connection State, a vehicle speed at which the rotational speed of the output shaft A4 of the M/G 40 coincides with “the above described value determined based on the allowable rotational speed” is determined as a single value, irrespective of the gear position of the T/M 20. Therefore, the vehicle speed V corresponding to the boundary line L2 shown in FIG. 8 is constant irrespective of the required driving torque T. That is, the boundary line L2 becomes a line extending in a vertical direction in FIG. 8. The vehicle speed V corresponding to the boundary line L2 is determined based on “the OUT-connection reduction ratio” and “the final reduction ratio” described above.

The boundary line L3 (high speed area) is set at a vehicle speed obtained when the energy conversion efficiency (in the driving torque side) of the M/G 40 in “the (second) IN-Connection State” coincides with a boundary (especially at the side where the vehicle speed is larger, or the rightward side in the figure) defining an area (refer to an area where fine dots are provided in FIG. 5) in which the energy conversion efficiency of the M/G 40 is larger than or equal to a predetermined value (e.g., 70%).

The boundary line L4 is determined based on a torque of the drive wheels with respect to the running resistance of the vehicle (a total sum of a frictional resistance of each of various rotational members included in a driving system, a resistance to decelerate the vehicle due to a wind generated with the running of the vehicle, and a resistance to decelerate the vehicle due to an inclination of a road, and so on). Hereinafter, the torque of the drive wheels with respect to the running resistance of the vehicle is referred to as a “running resistance torque”. When the running resistance torque is equal to the driving torque of the drive wheels, the acceleration (front-rear acceleration) of the vehicle in the front-rear direction of the vehicle becomes zero. When the driving torque of the drive wheels is larger (or smaller) than the running resistance torque, the front-rear acceleration becomes positive (or negative). Accordingly, the boundary line L4 is set at, for example, a driving torque which makes the front-rear acceleration coincide with a predetermined value (for example, zero, a positive slight value, or a negative slight value). That is, the boundary line L4 may be determined/set based on the front-rear acceleration of the vehicle or a parameter (for example, a change rate in the vehicle speed, a change rate in the rotational speed of the engine) correlating with the front-rear acceleration of the vehicle.

The running resistance torque increases as the vehicle speed increases. Accordingly, as shown in FIG. 8, the boundary L4 increases as the vehicle speed increases. In addition, the running resistance torque becomes larger as the upward inclination of the road is larger. Therefore, the boundary line L4 shifts more upwardly as the upward inclination of the road is larger. When the required driving torque T is larger than a value corresponding to the boundary line L4, the condition of the vehicle is in an acceleration condition. When the required driving torque T is smaller than the value corresponding to the boundary line L4, the condition of the vehicle is in a deceleration condition.

Next will be described advantages obtained by selecting the connection state of the output shaft A4 of the M/G 40 as shown in FIG. 8. Notably, it is assumed that the OUT-connection reduction ratio Gout is roughly equal to the Gtm(2), for example and just for description convenience

First, the function/effect realized by “a feature that “the (first) In-Connection State” is selected after the vehicle starts to drive when the vehicle speed V is zero” is described. Generally, when the vehicle starts to drive, the gear position of the T/M 20 is set at the 1st gear position, and the IN-connection reduction ratio Gin (=Gtm(1)) is therefore larger than the OUT-connection reduction ratio Gout. Accordingly, the driving torque, which is transmitted to the drive wheels and which is based on the output of the M/G 40, can be made larger, compared to a case where the OUT-Connection State is selected. Consequently, a large driving torque at the drive wheels can be generated when the vehicle starts to drive.

Next, the function/effect realized by “a feature that the boundary line L1 is set at the vehicle speed slightly smaller than the vehicle speed corresponding to the shift up from the 1st gear position to the 2nd gear position” is described. When the vehicle speed passes through/over the boundary line L1 (low speed area) while the vehicle speed is increasing under the “the (first) In-Connection State” after the start of the vehicle, the changeover from the “the (first) In-Connection State” to “the OUT-Connection State” is carried out. This changeover occurs before the shift up from the 1st gear position to the 2nd gear position is carried out. In other words, the shift up from the 1st gear position to the 2nd gear position is carried out under “the OUT-Connection State” after the changeover to the OUT-Connection State is completed. As described in the summary of the present invention, the “OUT-Connection State” allows the driving torque of the M/G 40 to be continuously transmitted to the output shaft AS of the T/M 20 (and therefore to the drive wheels) even during the gear position shifting operation by the T/M 20, and the shift shock can therefore be suppressed. Especially, a severe shift shock tends to occur when the gear position is changed from the 1st gear position to the 2nd gear position, since the change amount in the transmission reduction ratio Gtm is large. In view of the above, it is possible to remarkably moderate the shift shock which occurs when the gear position is changed from the 1st gear position to the 2nd gear position by the feature described above.

Furthermore, the changeover from “the (first) In-Connection State” to “the OUT-Connection State” is carried out under the 1st gear position. That is, this changeover from “the (first) In-Connection State” to “the OUT-Connection State” is carried out while the OUT-connection reduction ratio Gout (roughly equal to Gtm(2)) is smaller than the IN-connection reduction ratio Gin (=Gtm(1)). Accordingly, this changeover decreases the rotational speed of the output shaft A4 of the M/G 40. It should be reminded that, as described above, the maximum torque which the M/G 40 can generate becomes larger as the rotational speed of the output shaft A4 is smaller (refer to FIG. 5). Therefore, the changeover described above can also provide the effect that the maximum torque which the M/G 40 can generate is increased.

Next will be described the function/effect realized by “a feature that the boundary line L2 is set at the vehicle speed obtained when the rotational speed of the output shaft A4 in “the OUT-Connection State” coincides with the value determined based on the allowable rotational speed”. When the vehicle speed passes through/over the boundary line L2 while the vehicle speed is increasing under “the OUT-Connection State”, the changeover from the “OUT-Connection State” to “the (second) IN-Connection State” is carried out. As described above, the boundary line L2 is located in the region corresponding to the 3rd gear position to 5th gear position shown in FIG. 7. Accordingly, this changeover occurs while one of the 3rd, 4th, and 5th gear positions (i.e., the gear positions higher than or equal to the 3rd gear position) is selected. That is, this changeover occurs while the IN-connection reduction ratio Gin (=one of Gtm(3), Gtm(4), and Gtm(5)) is smaller than the OUT-connection reduction ratio Gout. Accordingly, this changeover allows the rotational speed of the output shaft A4 of the M/G 40 to decrease from a value close to the allowable rotational speed (refer to a movement from a point “a” to a point “b” in FIG. 5). As a result, the rotational speed of the output shaft A4 can be retained smaller than the allowable control rotational speed. In addition, the maximum torque that the M/G 40 can generate can be increased.

Next will be described a function/effect realized by “a feature that the boundary line L3 is set at the vehicle speed obtained when the energy conversion efficiency of the M/G 40 under “the (second) IN-Connection State” coincides with the boundary defining the area in which the energy conversion efficiency of the M/G 40 under “the (second) IN-Connection State” is larger than or equal to the predetermined value”. When the vehicle speed passes through/over the boundary line L3 while the vehicle speed is increasing under “the (second) IN-Connection State” and under a condition where the required driving torque T is larger than the boundary line L4 (i.e., when the vehicle is in the acceleration condition), the changeover from “the (second) IN-Connection State” to “the non-connection state” is carried out. Consequently, driving the M/G 40 is stopped, and a driving torque equal to the required driving torque T is generated only by the E/G 10. A timing at which the vehicle speed passes through/over the boundary line L3 while the vehicle speed is increasing (i.e., while the rotational speed of the output shaft A4 of the M/G 40 is increasing) means a timing at which the energy conversion efficiency of the M/G 40 passes thorough/over a part of the boundary defining the area in which the fine dots are provided in FIG. 5, the part being at a higher vehicle speed side (rightward side in FIG. 5) (refer to a movement from a point “b” to a point “c” in FIG. 5). That is, when a state of the M/G 40 has changed from a state in which the energy conversion efficiency is larger than or equal to the predetermined value to a state in which the energy conversion efficiency is smaller than the predetermined value, the changeover from “the second IN-Connection State” to “the non-connection state” is carried out. In the meantime, an energy generation efficiency of the E/G 10 is generally high in the high speed area where the energy conversion efficiency of the M/G 40 is low in most cases. In this state, the total energy efficiency (fuel consumption) of the vehicles as a whole can be more improved by having only the E/G 10 generate the driving torque equal to the required driving torque T than by having both the M/G 40 and the E/G 10 cooperatively generate the driving torque equal to the required driving torque T. In view of the above, the total energy efficiency (fuel consumption) of the vehicles as a whole can be improved in a case in which the vehicle is in the acceleration condition and the energy conversion efficiency of the M/G 40 in the high speed area under “the (second) IN-Connection State” is lower than the predetermined value.

Next will be described a function/effect realized by the feature described above that “the boundary L4 is set at the predetermined value obtained when the front-rear acceleration coincides with the predetermined value (for example, zero, a positive slight value, or a negative slight value)”. In a case where the vehicle is in the acceleration condition, it is preferable that, as described above, the changeover from “the (second) IN-Connection State” to “the non-connection state” be carried out when the vehicle speed passes through/over the boundary line L3 while the vehicle speed is increasing, in order to improve the energy conversion efficiency (fuel consumption) of the vehicle as a whole. To the contrary, in a case where the vehicle is in the deceleration condition (that is, the required driving torque T is smaller than the boundary line L4), it is possible to supply an electric power to the battery to store the power in the battery, the electric power being generated by a regeneration by having the M/G 40 generate the regeneration torque by retaining “the (second) IN-Connection State”. That is, in this case, selecting “the (second) IN-Connection State” instead of “the non-connection state” can more improve the total energy efficiency (fuel consumption) of the vehicle as a whole. In view of the above, in the case where the vehicle is in the deceleration condition, “the (second) IN-Connection State” is preferably retained even though the vehicle speed is larger than the value corresponding to the boundary line L3.

(Adjusting the Connection State Based on the Temperature of the Battery, the Temperature of the M/G, and the Remaining Battery Level)

In the present apparatus, shift amounts DL3 and DL4 are determined in accordance with the temperature of the battery B (hereinafter, referred to as a “battery temperature”), the temperature of the M/G 40 (hereinafter, referred to as a “M/G temperature”), or an amount of a chemical energy (hereinafter, referred to as a “remaining battery level”) stored in the battery B. As shown in FIG. 8, if the DL3 is positive, positions of the boundary lines L3 and L3′ are shifted from the reference (original) positions shown in FIG. 8 by the shift amount DL3 in a direction (leftward direction in FIG. 8, a direction of vehicle speed V decrease) along which the vehicle speed V decreases. If the DL3 is negative, the positions of the boundary lines L3 and L3′ are shifted from the reference (original) positions shown in FIG. 8 by an absolute value of the shift amount DL3 (=|DL3|) in a direction (rightward direction in FIG. 8, a direction of vehicle speed V increase) along which the vehicle speed V increases. As shown in FIG. 8, if the DL4 is positive, positions of the boundary lines L4 and L4′ are shifted from the reference (original) positions shown in FIG. 8 by the shift amount DL4 in a direction (downward direction in FIG. 8, a direction of required driving torque T decrease) along which the required driving torque T decreases. If the DL4 is negative, the positions of the boundary lines L4 and L4′ are shifted from the reference (original) positions shown in FIG. 8 by an absolute value of the shift amount DL4 (=|DL4|) in a direction (upward direction in FIG. 8, a direction of required driving torque T increase) along which the vehicle speed V increases. Hereinafter, the shift amounts DL3 and DL4 may also be expressed as and represented by “DL*” (wherein * is “3” or “4”.

FIG. 9 is a graph showing a relation between the battery temperature and the shift amount DL*a (one of DL3 and DL4). As shown in FIG. 9, the shift amount DL*a is zero (i.e., corresponding to the original positions) when the battery temperature is equal to a value T1 (the battery temperature=T1). The shift amount DL*a increases from zero as the battery temperature increases when the battery temperature is higher than the value T1 (the battery temperature>T1). The shift amount DL*a decreases from zero as the battery temperature decreases when the battery temperature is lower than the value T1 (the battery temperature<T1). The shift amounts DL3 a may be the same as or different from the shift amount DL4 a, each varying depending on the battery temperature. The battery temperature can be obtained from an output of the battery temperature sensor 68.

FIG. 10 is a graph showing a relation between the M/G temperature and the shift amount DL*b (one of DL3 and DL4). As shown in FIG. 10, the shift amount DL*b is zero (i.e., corresponding to the original positions) when the M/G temperature is equal to a value T2 (the M/G temperature=T2). The shift amount DL*b increases from zero as the M/G temperature increases when the M/G temperature is higher than the value T2 (the M/G temperature>T2). The shift amount DL*b decreases from zero as the M/G temperature decreases when the M/G temperature is lower than the value T2 (the M/G temperature<T2). The shift amounts DL3 b may be the same as or different from the shift amount DL4 b, each varying depending on the M/G temperature. The M/G temperature can be obtained from an output of the M/G temperature sensor 69.

FIG. 11 is a graph showing a relation between the remaining battery level and the shift amount DL*c (one of DL3 and DL4). As shown in FIG. 11, the shift amount DL*c is zero (i.e., corresponding to the original positions) when the remaining battery level is equal to a value V1 (the remaining battery level=V1). The shift amount DL*c increases from zero as the remaining battery level increases when the remaining battery level is higher/larger than the value V1 (the remaining battery level>V1). The shift amount DL*c decreases from zero as the remaining battery level decreases when the remaining battery level is smaller/lower than the value V1 (the remaining battery level<V1). The shift amounts DL3 c may be the same as or different from the shift amount DL4 c, each varying depending on the remaining battery level. The remaining battery level can be obtained according to one of well known methods.

The shift amount DL*may be one of the DL*a itself, the DL*b itself, and the DL*c itself. The shift amount DL* may be a value calculated based on two or more of the DL*a, the DL*b, and the DL*c (e.g., the shift amount DL* may be an average of two or more of the DL*a, the DL*b, and the DL*c).

By determining the shift amount DL* as described above, in FIG. 8, the neutral area is expanded (enlarged, becomes wider/larger), and simultaneously the second IN-Connection area is narrowed (becomes narrower/smaller), as the battery temperature is higher, or as the M/G temperature is higher, or as the remaining battery level is larger (higher). That is, a possibility of selecting the neutral state (an ease by which the neutral state is selected, or the possibility that the neutral state is selected) becomes higher, as the battery temperature is higher, or as the M/G temperature is higher, or as the remaining battery level is larger (higher).

Next will be described a function/effect realized by the feature described above. In the neutral state, unlike in the IN-Connection State and in the OUT-Connection State, the rotation of the output shaft of the M/G 40 is stopped, because driving the M/G 40 as the power source is stopped and driving the M/G 40 as the electric motor generator is stopped. Accordingly, in the neutral state, the increase in the battery temperature as well as the increase in the M/G temperature can be suppressed, and the battery B is not charged.

In the meanwhile, in order to protect the battery B and the M/G, etc., it is preferable that the M/G 40 be operated/controlled (as the power source or the electric motor generator) in such a manner that the battery temperature and the M/G temperature do not become excessively high. Further, it is unlikely that the battery B needs to be further charged, when the remaining battery level is sufficiently large/high. Accordingly, when the battery temperature is high, or when the M/G temperature is high, or when the remaining battery level is large/high, it is preferable that a time period in which the neutral state is selected/realized be lengthened (i.e., a frequency and/or a possibility of selecting/realizing the neutral state be made larger).

As described above, in the present apparatus, a possibility of selecting/realizing the neutral state increases, as the battery temperature is higher, or as the M/G temperature is higher, or as the remaining battery level is larger. Accordingly, a time period in which the neutral state is selected/realized lengthens, when the battery temperature or the M/G temperature is high, or when the remaining battery level is large/high. Consequently, the increase in the battery temperature as well as the increase in the M/G temperature can be suppressed, and the further unnecessary charging of battery B can be also avoided.

As described above, the vehicular power transmission control apparatus according to the embodiment of the present invention is applied to the vehicle comprising, as power sources, the E/G 10 and the M/G 40, and further comprising the so-called automated manual transmission utilizing the T/M 20 which does not comprise a torque convertor. The apparatus comprises the changeover mechanism 50 which can select, as the (an actual) connection state of the output shaft A4 of the M/G 40, one of “the IN-Connection State”, “the OUT-Connection State”, and “the non-connection state”. The IN-Connection State is the state in which the power transmission path between the input shaft A2 of the T/M 20 and the output shaft A4 of the M/G 40 is provided/made/realized. The OUT-Connection State is the state in which the power transmission path between the output shaft A3 of the T/M 20 and the output shaft A4 of the M/G 40 is provided/made/realized. The non-connection state is the state in which no power transmission path among these shafts is provided/made/realized. The selection for the connection state is made based on the combination (area) of the vehicle speed V and the required driving torque T. As for the changeovers, as the battery temperature is higher, or as the M/G temperature is higher, or as the remaining battery level is larger, the neutral area is enlarged, and accordingly, the possibility of selecting “the neutral state” increases (i.e., the ease by which “the neutral state” is selected is increased, or the frequency of selecting “the neutral state” is increased). Consequently, the increase in the battery temperature as well as the increase in the M/G temperature can be suppressed, and the further unnecessary charging of battery B can also be avoided.

The present invention is not limited to the embodiment described above, but may be modified as appropriate without departing from the scope of the invention. For example, the so-called automated manual transmission which uses the multiple gear ratio transmission but which does not include a torque converter is used as the transmission, however, a multiple gear ratio transmission or a continuously variable transmission (a so-called automatic transmission (AT)) may be used as the transmission, each including a torque convertor and automatically performing an operation for a gear position change in accordance with the vehicle driving condition. In this case, the C/T 30 is omitted.

Further, a transmission (a so-called manual transmission (MT)) may be used as the transmission, the manual transmission being a multiple gear ratio transmission without the torque converter, performing an operation for a gear position change directly (without using an actuator) by an operation of a link mechanism caused by an operating force supplied to the shift lever from the driver.

Further, in the embodiment described above, the changeover mechanism 50 is configured so as to be able to select any one from “the IN-Connection State”, “the OUT-Connection State”, and “the neutral state (non-connection state)”, however, the changeover mechanism 50 may be configured so as to be able to select any one from only “the neutral state and the IN-Connection State”. In this case, the boundary lines L1, L1′, L2 and L2′ shown in FIG. 8 are omitted so that the OUT-Connection area in FIG. 8 and the first and second IN-Connection areas are united/merged into a single IN-Connection area. Furthermore, the changeover mechanism 50 may be configured so as to be able to select any one from only “the neutral state” and “the OUT-Connection State”. In this case, the boundary lines L1, L1′, L2, and L2′ shown in FIG. 8 are omitted so that the OUT-Connection area shown in FIG. 8 and the first and second IN-Connection areas shown in FIG. 8 are united/merged into a single OUT-Connection area.

Further, in the embodiment described above, the connection state of the output shaft A4 of the M/G 40 is selected/determined based on the combination of the vehicle speed V and the required driving torque T (refer to FIG. 8), but the connection state of the output shaft A4 of the M/G 40 may be selected/determined based on a combination of “any one from the vehicle speed V, the rotational speed of the output shaft A1 of the E/G 10, the rotational speed of the input shaft A2 of the T/M 20, and the rotational speed of the output shaft A4 of the M/G 40” and “any one from the required driving torque T, the operation amount of the acceleration pedal AP, and the opening degree of a throttle valve (not shown) disposed in an intake passage of the E/G 10”. The opening degree of the throttle valve may be obtained from a throttle valve opening degree sensor 64. The rotational speed of the output shaft A1 of the E/G 10, the rotational speed of the input shaft A2 of the T/M 20, and the rotational speed of the output shaft A4 of the M/G 40 may be obtained from a rotational speed of the engine output shaft sensor 65, a rotational speed of the transmission input shaft sensor 66, and a rotational speed of the electric motor output shaft sensor 67, respectively.

Further, in the embodiment described above, (1) when the battery temperature is higher than or equal to a first predetermined value (which is considerably higher than the value T1 shown in FIG. 9), or (2) when the M/G temperature is higher than or equal to a second predetermined value (which is considerably higher than the value T2 shown in FIG. 10), the boundary lines L3, L3′, L4 and L4′ shown in FIG. 8 may be omitted as shown in FIG. 12 so that the second IN-Connection area is united/merged into the neutral area. This allows a period in which the second IN-Connection state is selected to be changed into a period in which the neutral state is selected, and the period in which the neutral state is selected thereby lengthens. Consequently, when the battery temperature or the M/G temperature is considerably high, a further increase in the battery temperature as well as a further increase in the M/G temperature can be suppressed with certainty, so that the battery B or the M/G 40 can be protected with certainty.

Similarly, in the embodiment described above, (1) when the battery temperature is higher than or equal to a first predetermined value (which is considerably higher than the value T1 shown in FIG. 9), or (2) when the M/G temperature is higher than or equal to a second predetermined value (which is considerably higher than the value T2 shown in FIG. 10), the apparatus may be configured to select only the neutral state as shown in FIG. 13, irrespective of (without depending on) the vehicle speed V and the required driving torque T. According to this configuration, the further increase in the battery temperature as well as the further increase in the M/G temperature can be suppressed with certainty, so that the battery B or the M/G 40 can be protected with certainty.

Further, in the embodiment described above, the shift amounts DL*a, DL*b, and DL*c, each used for calculation of the shift amount DL* for the positions of the boundary lines L3 and L4, are set in such a manner that the shift amounts DL*a, DL*b, and DL*c are varied continuously in accordance with the battery temperature, the M/G temperature, and the battery remaining level, respectively (refer to FIGS. 9-11). However, as shown in FIG. 14 corresponding to FIG. 9, the shift amount DL*a may be set so as to be maintained at zero (DL*a=0) when the battery temperature is within a predetermined range (so-called dead zone) including the value T1 at which the shift amount DL*a is zero. Similarly, as shown in FIG. 15 corresponding to FIG. 10, the shift amount DL*b may be set so as to be maintained at zero (DL*b=0) when the M/G temperature is within a predetermined range (so-called dead zone) including the value T2 at which the shift amount DL*b is zero. Similarly, as shown in FIG. 16 corresponding to FIG. 11, the shift amount DL*c may be set so as to be maintained at zero (DL*c=0) when the battery remaining level is within a predetermined range (so-called dead zone) including the value V1 at which the shift amount DL*c is zero. Further, the shift amounts DL*a, DL*b, and DL*c may be set so as to be varied in a stepwise fashion (with a single step, or with two steps or more) in accordance with the battery temperature, the M/G temperature, and the battery remaining level, respectively.

Further, in the embodiment described above, the positions of the boundary lines L3 and L4 are varied in accordance with the battery temperature, the M/G temperature, and the battery remaining level, however, only one of positions of the boundary lines L3 and L4 may be varied. Furthermore, in the embodiment described above, the positions of the boundary lines L3 and L4 are changed so as to be shifted in parallel in FIG. 8 (i.e., the boundary lines L3 and L4 are shifted in such a manner that a slope of each of the boundary lines L3 and L4 with respect to the coordinate axes remains unchanged), however, the positions of the boundary lines L3 and L4 may be shifted in a different fashion from the parallel-shift (i.e., the boundary lines L3 and L4 may be shifted in such a manner that a slope of each of the boundary lines L3 and L4 with respect to the coordinate axes does not remain the same).

Further, the embodiment described above is configured in such a manner that it obtains the boundary lines L1-L4 from the single map (refer to FIG. 8) and it changes/shifts the positions of the obtained boundary lines L3 and L4, when changing the positions of the boundary lines L3 and L4 in accordance with “the battery temperature, the M/G temperature, or the battery remaining level”. To the contrary, the target connection state of the output shaft A4 of the M/G 40 may be selected as follows.

(1) The apparatus stores a plurality of maps A-E shown in FIGS. 17-21, respectively, each corresponding to FIG. 8. Each of the maps corresponds to each of one selected from “the battery temperatures, the M/G temperatures, and the battery remaining levels” different from to one another (that is, each of the maps A-E defines the positions of the boundary lines L1-L4 for each of one of the “battery temperatures, the M/G temperatures, and the battery remaining levels”, and the positions of the boundary lines L3 and L4 in any one of the maps is different from those in another of the maps). (2) The apparatus selects one of the maps A-E, the selected map corresponding to (or being in accordance with) the current value of “the battery temperature, the M/G temperature, or the battery remaining level”. (3) The apparatus selects the target connection state of the output shaft A4 of the M/G 40 based on the selected map.

It can be understood from FIGS. 17-21, the map A has the narrowest neutral area among the maps A-E. In other words, the map A provides the lowest possibility of selecting the neutral state. The map E has the widest neutral area among the maps A-E. In other words, the map E provides the highest possibility of selecting the neutral state. In addition, the neutral area in the map B is wider than one in the map A, the neutral area in the map C is wider than one in the map B, the neutral area in the map D is wider than one in the map C, and the neutral area in the map E is wider than one in the map D. In other words, the possibility of selecting the neutral state according to the map B is higher than one according to the map A. The possibility of selecting the neutral state according to the map C is higher than one according to the map B. The possibility of selecting the neutral state according to the map D is higher than one according to the map C. The possibility of selecting the neutral state according to the map E is higher than one according to the map D. When using these maps, as shown in FIG. 22, one of “the battery temperature, the M/G temperature, and the battery remaining level” is divided into five areas (regions). The map A, the map B, the map C, the map D, and the map E is selected in this order, with an increase in one of “the battery temperature, the M/G temperature, and the battery remaining level” from its possible lowest/smallest value. That is, the map having the wider neutral area (or the map providing the higher possibility of selecting the neutral state) is selected, as one of “the battery temperature, the M/G temperature, and the battery remaining level” is higher/larger. 

1. A vehicular power transmission control apparatus applied to a vehicle comprising an internal combustion engine and an electric motor as power sources, comprising: a transmission including an input shaft to provide a power transmission path between said input shaft of said transmission and an output shaft of said internal combustion engine, and an output shaft to provide a power transmission path between said output shaft of said transmission and drive wheels of said vehicle, wherein said transmission is capable of adjusting a transmission reduction ratio which is a ratio of a rotational speed of said input shaft of said transmission to a rotational speed of said output shaft of said transmission; a changeover mechanism which is capable of changing a connection state of an output shaft of said electric motor to any one from alternatives comprising two or more of an input-side-connection state, an output-side-connection state, and a non-connection state as an essential state, said input-side-connection state being a state in which a power transmission path is provided between said output shaft of said electric motor and said input shaft of said transmission, said output-side-connection state being a state in which a power transmission path is provided between said output shaft of said electric motor and said drive wheels without involving said transmission, and said non-connection state being a state in which neither a power transmission path between said output shaft of said electric motor and said input shaft of said transmission, nor a power transmission path between said output shaft of said electric motor and said output shaft of said transmission is provided; state-representing-amount obtaining means for obtaining, as a state-representing-amount or as state-representing-amounts, one or more of a temperature of a battery which supplies an electric energy to said electric motor, a temperature of said electric motor, and a battery remaining level indicative of an amount of an energy stored and remained in said battery; and control means for selecting a target connection state of said output shaft of said electric motor from said connection states which said changeover means can realize, based on said obtained state-representing-amount or said state-representing-amounts and a parameter indicative of a running condition of said vehicle other than said state-representing-amount or said state-representing-amounts, in such a manner that an ease by which said non-connection state is selected varies, and for controlling said changeover means in such a manner that an actual connection state of said output shaft of said electric motor coincides with said connection state selected as said target connection state.
 2. A vehicular power transmission control apparatus according to claim 1, wherein said control means is configured so as to: change said actual connection state of said output shaft of said electric motor from a connection state other than said non-connection state to said non-connection state, when a value correlating with a speed of said vehicle as said parameter passes over a threshold while said value correlating with a speed of said vehicle is increasing; and adjust said threshold in such a manner that said threshold becomes smaller, as said temperature of said battery is higher, or as said temperature of said electric motor is higher, or as said remaining battery level is larger.
 3. A vehicular power transmission control apparatus according to claim 1, wherein said control means is configured so as to: change said actual connection state of said output shaft of said electric motor from a connection state other than said non-connection state to said non-connection state, when a value correlating with a required driving torque as said parameter passes over a threshold while said value correlating with a required driving torque is increasing, said value correlating with a required driving torque being a value obtained based on an operation applied to an acceleration operating member by a driver of said vehicle; and adjust said threshold in such a manner that said threshold becomes smaller, as said temperature of said battery is higher, or as said temperature of said electric motor is higher, or as said remaining battery level is larger.
 4. A vehicular power transmission control apparatus according to claim 2, wherein said control means is configured so as to always fix said actual connection state of said output shaft of said electric motor to said non-connection state, when said temperature of said battery is higher than or equal to a first predetermined value, or when said temperature of said electric motor is higher than or equal to a second predetermined value.
 5. A vehicular power transmission control apparatus according to claim 1, wherein said control means is configured so as to: change said actual connection state of said output shaft of said electric motor from said input-side-connection state to said output-side-connection state, when a value correlating with a speed of said vehicle as said parameter passes over a first threshold while said value correlating with a speed of said vehicle is increasing; change said actual connection state of said output shaft of said electric motor from said output-side-connection state to said input-side-connection state, when said value correlating with a speed of said vehicle passes over a second threshold larger than said first threshold while said value correlating with a speed of said vehicle is increasing; change said actual connection state of said output shaft of said electric motor from said input-side-connection state to said non-connection state, (1) when said value correlating with a speed of said vehicle passes over a third threshold larger than said second threshold while said value correlating with a speed of said vehicle is increasing in a case where a value correlating with a required driving torque as said parameter is larger than a fourth threshold, said value correlating with a required driving torque being a value obtained based on an operation applied to an acceleration operating member by a driver of said vehicle, or (2) when said value correlating with a required driving torque passes over said fourth threshold while said value correlating with a required driving torque is increasing in a case where said value correlating with a speed of said vehicle is larger than said third threshold; and adjust at least one of said third threshold and said fourth threshold in such a manner that said third threshold becomes smaller and said fourth threshold becomes smaller, as said temperature of said battery is higher, or as said temperature of said electric motor is higher, or as said remaining battery level is larger.
 6. A vehicular power transmission control apparatus according to claim 5, wherein said control means is configured so as to fix said actual connection state of said output shaft of said electric motor to said non-connection state, in a condition in which said value correlating with a speed of said vehicle is larger than or equal to said second threshold, (1) when said temperature of said battery is higher than or equal to a first predetermined value, or (2) when said temperature of said electric motor is higher than or equal to a second predetermined value.
 7. A vehicular power transmission control apparatus according to claim 5, wherein said control means is configured so as to always fix said actual connection state of said output shaft of said electric motor to said non-connection state, irrespective of said value correlating with a speed of said vehicle and said value correlating with a required driving torque, (1) when said temperature of said battery is higher than or equal to a first predetermined value, or (2) when said temperature of said electric motor is higher than or equal to a second predetermined value.
 8. A vehicular power transmission control apparatus according to claim 1, comprising a clutch mechanism, disposed between said output shaft of said internal combustion engine and said input shaft of said transmission, for shutting and providing a power transmission path between said output shaft of said internal combustion engine and said input shaft of said transmission, and wherein, said transmission is a multiple gear ratio transmission which does not comprise a torque converter and which can realize each of a plurality of predetermined reduction ratios different from one another as said transmission reduction ratio, and said control means is configured so as to control, based on a driving condition of said vehicle, shutting and providing of said power transmission path by said clutch mechanism, and so as to control said transmission reduction ratio. 